Rolling-mill



E. H. MARTINV &J. BEAVIS.

RLLING:l MILL.

Patented Sept. 28,1886.

(No Model.)

In vzia 715s 'i UNITED STATES PATENT OFFICE;

EDWIN H MARTIN AND JOHN EEAvIs, or CLEVELAND, voIIIo.

ROLLING-MILL.

SPECIFICATION forming part of Letters Patent No. 349,730l dated September 28, 1886.

Application filed June 5, 1886. Serial No. 204,196.

To all whom, it may concern.-

Be it known that we, EDWIN H. MARTIN and JOHN BEAvIs, citizens of the United States, residing at Cleveland, county of Cuyahoga,and State of Ohio, have invented cert-ain new and useful Improvements in Rolling-Mills; and we do hereby declare thefollowing to be a description of the same, and of the manner of constructing and usingthe invention, insuch full,-

clear,concise,and eXact terms as to enable any person skilled in the art to which it appertains to construct and use the same, reference being had to the accompanying drawing, forming a part of the specification, the principle of the invention being herein explained and the best mode in which we have contemplated applying that principle, so as to distinguishit from other inventions.

The object of this invention is to provide an improvement in the construction of rod-mills, whereby a first-class quality of rod may be rolled in large output with economical erzpenditure of fuel. ln carrying out this object we employ a billet-train,a continuous train, and a rod-train, the three trains being driven by one engine, which is a compound engine, the continuous train having its several rollpasses in line with the last pass of the billettrain and the rst pass of the rod-train, the rod-train having its consecutive rolls divided off in sections, each section having the rolls contained therein of less diameter than the diameter of the rolls of the preceding section, and each section being independently geared to an underground driving-shaft by gearing which drives each succeeding section at a faster speed than theimmediately-preceding section,

- said speeding up of the rod-train sections berolls, and a trough, C, extends from the lastv roll-pass of said train to the iirst roll-pass of the continuous train D. This second train (No model.)

of rolls bevel-geared to L'shalt F, which latter is bevel-geared to shaft G, connected by belt H to the driving-shaft of engine A, shaft G being located forward of and parallel with the billet-train, while the two-high-roll stands of the continuous` train arelocated between and in line with the last stand ofthe billettrain and the first stand of the rod-train. The rod-train J is subdivided into sections, threehigh rolls, the first section having one stand of rolls, the second section having two stands of rolls, the third section having three stands of rolls, the fourth section having two stands of rolls.

A rotary shaft, L, extends underground parallel with the rod-train, said shaft spur-geared at its forward extremity to shaft G by gear- Wheel a on the latter sl1aft,Ineshing with gearwheel b on shaft L. first section of the rod-train is coupled directly to and driven by shaft G. The shafting N of the second section of the rod-train is spurgea red to shaft L by gear-wheel c on the latter, meshing with gear-wheel d on said shafting. The shafting P of thev third section of the rodtrain is spur-geared to shaftL by gear-wheel c on the latter, meshing with gear-wheel f on said shafting. The shafting R of the fourth section ofthe rod-train is spur-geared to shaft L by gear-wheel g on the latter, meshing with gear-wheel h on said shafting. Gear-wheel d is of less diameter thangear-wheel c, while gear-wheel f is of less diameter than gearwheel d, and gear-wheel 7L is of less diameter than gear-wheelf. Gear-wheel cis of greater diameter than gear-wheel b, while gear-wheel c is of greater diameter than gear-wheel c, and gear-wheel g is of greater diameter than gearwheel e-that is, the gear-wheels which are fixed on the respective shaftings of the several train-sections decrease in diameter as we go down the train, while the respective gearwheels which are fixed on the driving-shaft L increase in diameter as we go down the train 5 hence the second train-section is speeded at a faster rate than the irst section,while the third section is speeded faster than the second section, and the fourth section is speeded. still faster than the third section.

The several stands of rolls in the rod-train has the several shaftings, vE, of its stands.

The shafting M of the IDO have the diameters of their rolls decreased as we go down the train.- This decrease in rolldianieter operates in conjunction with the increase in speed as We go down the rod-train, and the two are so graduated in reference to the decreasing diameter of the rod being rolled that all the loops or overplus of the rod are taken up close to the rolls,instead of being permitted to run out over the iioor, and thereby cooled.

Each successive increase of speed takes place where the oval rod from the preceding pass enters the next square pass, and this square rod enters the next oval pass through the Wellknown repeater. The last roll-pass in the `third section of the rod-train may be used as a finish for No. 5 or 6 rod, While the fourth section is employed when rolling Nos. 7 and Srod.

EDVIN H. MARTIN. JOHN BEAVIS.

Witnesses:

Gno. W. DAY, J. A. BARTLETT. 

